Rail system for attaching components integrated into a vehicle cabin

Abstract

Title: Rail system for attaching integrated elements in a vehicle cabin. The invention relates to a rail system for attaching integrated elements in a vehicle cabin, comprising a first elongated rail body with a mounting end for attaching to a vehicle structure, an opposite support end with a bearing surface for receiving integrated elements, and a rail cross-section extending between the mounting end and the support end, and several mounting inserts having an opening that can be attached along the bearing surface. The rail cross-section has two opposing and spaced-apart branches, each extending perpendicularly to the bearing surface, and the mounting inserts are designed so as not to protrude from the bearing surface (10). Figure 1

Description

Title of the invention: Rail system for fixing elements integrated into a vehicle cabin Field of invention

[0001] The invention relates to a rail system for fixing elements integrated in a cabin of a vehicle and to a vehicle with a cabin and at least one rail system of this type installed therein. State of the art

[0002] Rail systems are known for fixing integrated elements in a cabin of a vehicle. These are usually installed along a longitudinal extent of the cabin and allow, by means of a gridded upper side, to arrange and lock fixing means which are connected to the integrated elements to be installed. In passenger aircraft, seat or floor rails known as ATLAS rails are usually installed, which have, at their upper side, a flat, strip-shaped cavity which can receive, through an elongated slot and openings therethrough, locking bodies for fixing.

[0003] For the installation of integrated elements that do not contain seats or seat frames, further precautions may be necessary. Floor rails could, for example, be interrupted in this region, or the integrated elements could be coupled to conventional locking bodies so that they can be fixed to seat rails. It is also conceivable that the floor rails are only covered while the integrated elements are fixed at dedicated points. With this variant, although parts of the structural loads can be taken up by the floor rail, an additional cost as well as a higher weight are required at the same time.

[0004] Purpose of the invention

[0005] Therefore, an object of the invention is to provide a particularly flexible solution for fixing integrated elements in a cabin of a vehicle, which can be easily adapted to the integrated elements to be retained and do not cause any or little increase in weight.

[0006] Description and advantages of the invention

[0007] For this purpose, a rail system is proposed for fixing integrated elements in a cabin of a vehicle, having a first elongated rail body with a fixing side for fixing to a vehicle structure, an opposite bearing side with a bearing surface for receiving integrated elements, and a cross-section of rail extending between the fastening side and the bearing side; and a plurality of fastening inserts that can be fastened along the bearing surface. The rail cross-section has two branches opposite each other and spaced apart from each other, each extending perpendicular to the bearing surface. The fastening inserts are designed so that they do not protrude beyond the bearing surface.

[0008] The first elongated rail body is to be understood as a necessary basis with which several different rails can be realized. The first rail body is preferably completely straight and has a determined rail cross-section. This is preferably uniform along the entire length of the first rail body.

[0009] The first rail body is characterized by a fixing side and a support side. The fixing side is provided for mounting the rail body on the vehicle structure. For this, the rail cross-section may have a particular shape which facilitates fixing to the vehicle structure.

[0010] It is further provided that the rail cross-section provides at least one bearing surface and has two legs spaced apart from each other which each extend perpendicular to the bearing surface. The bearing surface is the surface on which a component to be installed can be placed or laid, as explained in more detail below. The rail cross-section is therefore designed with the two legs as an inverted U, when the bearing side is arranged in the installed state above the fastening side.

[0011] The rail cross-section can, by virtue of the two branches spaced apart from each other, constitute a high surface inertia moment about axes perpendicular to the branches. Furthermore, fastening means can be very easily plugged through the bearing surface in order to be connected to corresponding fastening means below the bearing surface, i.e. between the branches. By virtue of the branches spaced apart from each other, a stabilization of the bearing surface is also achieved, which can also withstand highly asymmetrical stresses.

[0012] The individual fastening inserts are provided to be able to fasten specific integrated elements to the support surface. The fastening inserts are, for example, distributed at regular intervals or in a grid pattern on the support surface and are located in corresponding receiving bores. In each case, they may have an opening in order to be able to receive screwing means or the like. Preferably, the fastening inserts do not protrude beyond the support surface so that integrated elements that are completely flush with the surface can also be mounted on the support surface.

[0013] The rail system according to the invention can in particular be used for mounting integrated elements in vehicles intended for the transport of passengers in a cabin integrated into them. The support surface can, for example, be used to accommodate larger built-in elements, i.e. furniture or the like. These may include, for example, toilets, kitchen modules, storage cabinets or the like.

[0014] On the other hand, rail end pieces for mounting on the first elongated rail body can also be envisaged. These rail end pieces, which could also be referred to as a second elongated rail body, preferably have a flat base surface. With this, they can be laid flush with the support surface. Therefore, a conventional seat rail can be produced from the first elongated rail body by applying a corresponding rail end piece. Furthermore, other rail end pieces could be envisaged which can provide, for example, a sliding rail.

[0015] In summary, the rail system according to the invention constitutes a particularly flexible and robust basis for various types of fastening in a vehicle cabin. By using the aforementioned profile cross-section, a high mechanical stability can be achieved, which allows an individual configuration of the cabin and which can already be fixedly mounted in the vehicle before individual equipment of the cabin. Thanks to its high stability, however, the rail body can at least partially take over functions of a vehicle structure so that, for example, lower requirements for additional reinforcement, for example of a floor structure, can be imposed.

[0016] Preferably, the branches each have a flange facing laterally outwards, both flanges having a fastening surface parallel to the bearing surface on a side opposite the bearing surface. The profile cross-section of the branch therefore has, at a side opposite the bearing side, a kind of foot which could extend laterally inwards or outwards. To increase stability, it would be preferable to orient the foot laterally outwards. The fastening surface arranged thereon can be applied or laid on the vehicle structure in order to achieve fastening. Due to the size of the flange, the fastening means which can be inserted are limited or permitted. The flanges could for example have a series of bores spaced apart from each other through which the fastening means can be introduced, which in turn can be connected to the vehicle structure.

[0017] The rail cross-section could be rounded between the branches in the region of the support side. Due to the rounding, significantly lower angular forces occur than in the case of profile cross-sections with angular / angled transitions. The rounding can be limited to only a partial region of a transition or extend over the entire space available between the branches.

[0018] According to a particularly advantageous embodiment, the profile cross-section has a curved transition portion extending completely between the branches, of regular shape. Thanks to the transition portion, a space is thus obtained at one side facing the support side of the two branches with a surface facing the support surface in the manner of an inverted gutter. The transition portion is therefore arc- or dome-shaped and gives rise to a very harmonious force transfer within the rail cross-section.

[0019] An advantageous embodiment has at least one first fastening insert, the rail body having at least one first through-bore extending from the bearing surface in the direction of the fastening side, the at least one first fastening insert having a retaining body with a stop surface adapted to the rail cross-section and a sleeve extending from the stop surface with an internal thread and an external diameter adapted to the first through-bore and the at least one first fastening insert being designed to be inserted from a side of the rail body opposite the bearing surface through the through-bore in such a way that the stop surface lies flush with a region of the rail cross-section. This can apply to a configuration of the rail cross-section which has been mentioned above.In particular, it is advisable to take into account the completely rounded rail cross-section. In this case, the at least one first fastening insert has a surface that can be inserted flush into the intermediate space between the legs and thus adapts to the shape of the profile cross-section in the direction of the support surface. By means of the sleeve, a fastening means can be inserted through the support surface and screwed into the sleeve. The retaining body is therefore pulled in the direction of the support surface by a tensile force and is thus pressed against the profile cross-section. The force that can be introduced significantly exceeds that which would be possible in a sleeve screwed into the support surface, so that the fastening is secure and robust.By pressing against the profile cross-section, the force can be distributed over the surface and the retaining body can be aligned without angularity on the profile cross-section. In particular, in the completely rounded design, jamming or jamming can be avoided.

[0020] A further advantageous embodiment has at least one second fastening insert, the at least one second fastening insert having a sleeve with an internal thread and the at least one second fastening insert being screwable onto, into or with the rail body. This particularly simple embodiment could be used for the integration of a rail end piece as explained below, which is screwed in a regular grid pattern with the rail body.

[0021] It is obvious that the first rail body can also be provided with several groups of fixing inserts which can comprise both the first and the second fixing inserts.

[0022] Preferably, the rail system further comprises at least one elongated rail end piece which can be placed on the bearing surface of the rail body and which can be connected to the rail body by means of fastening inserts and which is designed to hold integrated elements in different positions along the rail end piece. The rail end piece can therefore be designed to allow fastenings in different positions. For this purpose, specific shape features, openings, undercuts, guide devices or the like can be used.

[0023] The at least one rail end piece could, for example, have at least one seat rail end piece which has a closed cavity between two side surfaces extending parallel to each other and an outer surface extending transversely thereto, the outer surface having a continuous slot which is traversed by bores spaced apart from each other which have a diameter which is greater than the inner dimension of the slot. Therefore, conventional devices can be used for fixing seats to seat rails. These can have mushroom-shaped lock bodies which can be inserted into the openings and which are movable along the slot. Between the openings there are narrowing regions at which the lock body can be locked with the rail end piece.Thus, the first elongated rail body is configured with this rail end piece in a manner similar to a conventional seat rail. If required, a conventional seat rail can therefore be provided in the cabin concerned, which allows the passenger seats to be fixed using conventional means.

[0024] However, the at least one rail end piece could have at least one sliding rail end piece which has an undercut extending along a main direction of extension of the sliding rail end piece for sliding guidance. The sliding rail end piece can in particular accommodate integrated elements which can be subjected to a reconfiguration of the cabin. By virtue of the embodiment as a sliding rail, a continuous movement along the sliding rail is possible and by clamping or snapping into determined positions, sufficient fixation can be achieved. Seats or seat frames can be moved along the main direction of extension of the cabin and locked in different positions.

[0025] For this purpose, the at least one sliding rail end piece may have at least one fastening means for fastening elements integrated into the sliding rail end piece. A suitable fastening means could, for example, be a bore oriented towards the bearing surface of the rail body, into which a lock or a locking body. Due to the undercut of the sliding rail end piece, lifting of the component to be fixed out of the sliding rail is prevented. However, due to the snap-in in such a snap-in opening, displacement can be prevented.

[0026] The rail system according to the invention may further comprise a bridge element which is designed to be connected to the branches at the fastening side of the rail body. The bridge element thus connects the two branches to each other and can, at least locally, close the profile cross-section. This further increases stability.

[0027] The at least one bridge element may have a plurality of strip-shaped bridge elements which are distributed along a main extension direction of the rail body at a distance from each other and which are arranged so as to extend transversely to the branches. Thus, the profile cross-section can be closed at regular intervals. An adaptation to elements integrated below the rail body is therefore easily achievable. The installation of these bridge elements could be limited to regions in which a particularly high load is expected.

[0028] The at least one bridge element could, however, also have an elongated shape and have a width which corresponds to a distance from the branches at the fastening side. Thus, a continuous closure of the profile cross-section could be achievable at least along a certain region.

[0029] The at least one bridge element could for this purpose have two flanges extending parallel to each other and spaced apart from each other, which can be connected to the branches. The flanges can be oriented in the installed state from the fastening side to the support side. A fastening of the flanges to the branches can be carried out by form-fitting or material connection methods which have for example riveting, screwing, welding, gluing or the like.

[0030] The bridge element may be formed with a support for receiving pipes. The support may, for example, comprise a clamp. Such a support may be formed integrally with the bridge element or may be fixed thereto, for example, by gluing, screwing, welding or by other connection methods by form-fitting, force-fitting and / or material bonding. Furthermore, a plurality of bridge elements may also be used, which are distributed exclusively to provide support on the rail body in each case. It is conceivable to form such bridge elements in such a way that they are snapped or nested between the branches of the rail body. The bridge elements may be made of plastic or a metallic material.

[0031] The invention further relates to an aircraft having a floor structure and a cabin formed thereon, as well as at least one rail system according to the description previous, the cabin being made or fixed on the floor structure. Presentation of the drawings

[0032] Further features, advantages and application possibilities of the present invention result from the following description of the exemplary embodiments and the figures. In this case, all the features described and / or illustrated in the figures form, in themselves and in any combination, the subject of the invention also independently of their composition in the individual claims or their retro-references. In the figures, the same reference numbers further designate identical or similar objects.

[0033] [Fig. 1] illustrates a profile cross-section of a first elongated rail body with fixing inserts installed therein.

[0034] [Fig.2a]

[0035] [Fig.2b]

[0036] [Fig.2c] illustrate a first rail body with fixing inserts installed therein and two different rail end caps.

[0037] [Fig.3] schematically illustrates a fixing insert in three-dimensional representation.

[0038] [Fig.4a]

[0039] [Fig.4b] illustrate a fixing insert with a retaining body and a socket.

[0040] [Fig.5a]

[0041] [Fig.5b] illustrate a profile cross-section with a bridge element disposed thereon.

[0042] [Fig.6a]

[0043] [Fig.6b] illustrate a profile cross-section with a bridge element disposed thereon, [Fig.6b] illustrating a snap-on bridge element.

[0044] [Fig.7] illustrates an aircraft with a cabin in which at least one first elongated rail element is installed.

[0045] Description of the embodiment of the invention

[0046] [Fig. 1] illustrates a profile cross-section 2 of a first elongated rail body 4. In this case, a fastening side 6 is provided for fastening to a vehicle structure. Opposite it is a support side 8 which has a support surface 10. At this location, for example, integrated elements to be installed can be placed and fastened.

[0047] The rail cross-section 2 has two branches 12 opposite each other and spaced apart from each other, which each extend perpendicular to the bearing surface 10. The branches 12 have, in the region of the fastening side, outwardly oriented flanges 14, which have a fastening surface 16 parallel to the bearing surface 10. The fixing surfaces may be laid on a primary structure of the vehicle in order to subsequently fix the rail body to the structure by means of suitable fixing means.

[0048] A transition region 18 is provided at a region facing the support side 8 between the branches 12, which is for example completely rounded. This means that the transition portion 18 has a regularly shaped surface 20 curved in the form of a channel. It is for example circular.

[0049] For the fastening of integrated elements (not shown), fastening inserts 22 are provided, which are distributed at a distance from each other, for example, along a longitudinal extent of the rail body 4. In the example shown in [Fig. 1], only one sleeve is shown as fastening insert 22 with an opening 23 having a thread, which ends, for example, flush with the bearing surface 10.

[0050] The upper side, i.e. the support side 8, of the profile cross-section 2 is for example configured in the manner of a strip which extends parallel to the two flanges 14. The dimensions of these components can be chosen depending on the intended application. These dimensions are, among others, the distance between the flanges 14 and the strip 26, the distance between the branches 12, the inner dimension of the flanges 14 and the width of the strip 26.

[0051] It should be emphasized in particular that to avoid angular tensions, an external transition between the branches 12 and the strip 26 has for example a rounding 24. The transition between the branches and the flanges 14 could also be produced in the form of a rounding 28.

[0052] Figures 2a to 2c illustrate a first rail body 4 with a fixing insert 30 which is for example dimensioned somewhat smaller than the fixing insert 22 of [Fig.l], and a bore 31 with a thread located therein.

[0053] Figures 2b and 2c are illustrated above [Fig.2a] and serve to show that different rail end pieces 32 and 34 can be fixed to the bearing surface 10. In [Fig.2b], a rail end piece 32 is for example illustrated as a seat rail end piece which has a cavity 36 which is enclosed between two side surfaces 38 extending parallel to each other and an outer surface 40 extending transversely thereto. The outer surface 40 is provided with a continuous slot 42 which is traversed by bores 44 spaced apart from each other (detailed illustration A). Thus, a conventional seat rail can be produced. This is known for example under the name ATLAS rail.

[0054] In [Fig.2c], the rail end piece 34 is illustrated in the form of a sliding rail end piece which has an undercut 46. As a result, sliding guidance can be achieved very easily, an outer surface 46 being able to be traversed for example by individual snap-in openings 50 (see detailed illustration B).

[0055] [Fig. 3] illustrates the fastening insert 22 which has for example a thread 52 through which it can be fixed to the rail body 4. The rail body 4 could have an internal thread to receive the fastening insert 22 in case it is fully provided with an external thread. However, it could also be envisaged to insert a lock nut if the fastening insert 22 extends completely through the rail body 4. Pressing would also be conceivable. The fastening insert could furthermore be glued, also in combination with screwing.

[0056] In [Fig. 4a] a first alternative rail body 54 is illustrated which is traversed by several through bores 56 against which a fastening insert 57 with a retaining body 58 can be applied. This is positioned between the branches 12 relative to the corresponding through bore 56 and has an internal thread 60 into which a screwing means can be screwed. Due to the tensile force thus created, a stop surface 62 of the retaining body is pressed against the transition region 18. For example, the stop surface 62 is designed in a partially cylindrical shape so that the retaining body 58 can align correctly when screwing in the screwing means.

[0057] In [Fig. 4b], the retaining body 58 is illustrated in a three-dimensional representation. In this case, the partially cylindrical abutment surface 62 is seen from which a sleeve 64 extends outwardly. This can be inserted through the corresponding through bore 56 and can be reached from the support surface 10.

[0058] In Figures 5a and 5b a slight modification of the first rail body 4 of [Fig.l] is illustrated. In this case, bridge elements 66 are seen which are connected to the branches 12 in an intermediate space between the branches 12 at the fastening side 6. A bridge element may have for this purpose a respective angled flange 67 at mutually opposite ends, which flanges can be connected to the branches 12. As a result, a completely closed profile cross-section is obtained at least locally.

[0059] As illustrated in [Fig.5b], individual bridge elements 66 can be used, which are only configured in a strip form and are fixed only at certain locations. For fixing, fixing means 68 can be used, which are for example rivets or screws.

[0060] [Fig. 6a] illustrates the embodiment of [Fig. 5a], which is suitable in modified form for retaining cables or other conduits. The bridge element 66 may therefore have one or more supports 71 which retain a conduit 70. A support 71 may be implemented for example in the form of a clamp and is shown in [Fig. 6a] in partial section.

[0061] In [Fig. 6b] a bridge element 72 is illustrated which has elastic flanges 74 which are subjected to a prestress. The bridge element 72 is designed in such a way that when the bridge element 72 is relaxed, the flanges 74 are spaced further apart than the two legs 12 of the rail body 4. The two flanges 74 can thus be clamped by a pressure force acting from the outside in such a way that they can be inserted between the legs 12 and press laterally outwards again in the relaxed position. As a result, the bridge element 72 can be held against the rail body 4.

[0062] As an improvement, the rail body 4 may have, at the level of the inner side of the branches 12 at the level of sides facing each other, a respective shoulder 76 which corresponds to a shape characteristic of the bridge element 72. This may be, for example, a projection or a hollow 78.

[0063] Finally, [Fig.7] illustrates an aircraft 80 which is provided with a cabin 82 in which at least one rail system according to the invention is arranged.

[0064] It should further be noted that the term "having" does not exclude other elements or steps, and that the use of the singular does not exclude plurality. Furthermore, it should be noted that features that have been described with reference to one of the above exemplary embodiments may also be used in combination with other features of other exemplary embodiments described above. The reference numbers in the claims should not be considered as limiting.

Claims

Claims

1. Rail system for fastening integrated elements in a cabin (82) of a vehicle (80), having: a first elongated rail body (4, 54) with a fastening side (6) for fastening to a vehicle structure, an opposite support side (8) with a support surface (10) for receiving integrated elements, and a rail cross-section (2) extending between the fastening side (6) and the support side (8), and a plurality of fastening inserts (22, 30, 57) which can be fastened along the support surface (10), the rail cross-section (2) having two legs (12) opposite each other and spaced apart from each other, which each extend perpendicular to the support surface (10), and the fastening inserts (22, 30, 57) being designed so as not to protrude beyond the surface support (10),the system further having at least one bridge element (66) which is designed to be connected to the branches (12) at the fastening side of the rail body (4, 54), the at least one bridge element (66, 72) having an elongated shape and having a width which corresponds to a distance from the branches (12) at the fastening side (6), the at least one bridge element (66, 72) having two flanges (67, 74) extending parallel to each other and spaced apart from each other, which can be connected to the branches (12).,

2. Rail system according to claim 1, wherein the branches (12) each have a flange (14) facing laterally outwards, and the flanges (14) have a fastening surface (16) parallel to the bearing surface (10) on a side opposite the bearing surface (10).

3. Rail system according to claim 1 or 2, wherein the rail cross-section (2) is rounded between the branches (12) in the region of the support side (8).

4. A rail system according to any preceding claim, wherein the rail cross-section (2) has a regularly shaped curved transition portion (18) extending completely between the branches (12).

5. Rail system according to any one of the preceding claims, further having at least one first fastening insert (57), the rail body (4, 54) having at least one first through-bore (56) which extends from the bearing surface (10) in the direction of the fastening side (6), the at least one first fastening insert (57) having a retaining body (58) with a stop surface (62) adapted to the rail cross-section (2) and a sleeve (64) extending from the stop surface (62) with an internal thread (60) and an external diameter adapted to the first through-bore (56), and the at least one first fastening insert (57) being designed to be inserted from a side of the rail body (4, 54) opposite the bearing surface (10) through the through-bore (56) in such a way that the stop surface (62) lies flush with a region of the rail cross-section (2).

6. Rail system according to any one of the preceding claims, further comprising at least one second fastening insert (22, 30), the at least one second fastening insert (22, 30) having a sleeve with an internal thread (23, 31), and the at least one second fastening insert (22, 30) being screwable onto, into or with the rail body (4, 54).

7. Rail system according to any one of the preceding claims, further comprising at least one elongated rail end piece (32, 34) which can be placed on the bearing surface (10) of the rail body (4, 54) and which can be connected to the rail body (4, 54) by means of fastening inserts and which is designed to retain integrated elements in different positions along the rail end piece (32, 34).

8. A rail system according to claim 7, wherein the at least one rail end piece (32, 34) has at least one seat rail end piece (32) which has a cavity (36) enclosed between two side surfaces (38) extending parallel to each other and an outer surface (40) extending transversely thereto, the outer surface (40) having a continuous slot (42) which is traversed by bores (44) spaced apart from each other which have a diameter which is greater than the inner dimension of the slot (42).

9. Rail system according to claim 7 or 8, wherein the at least one rail end piece (32, 34) has at least one sliding rail end piece (34) which has an undercut (46) extending along a main extension direction of the rail end piece sliding (34) for sliding guidance.

10. Rail system according to claim 9, wherein the at least one sliding rail end piece (34) has at least one fastening means (50) for fastening integrated elements to the sliding rail end piece (34).

11. Rail system according to claim 1, wherein the at least one bridge element (66, 72) has several strip-shaped bridge elements (66) which are distributed along a main direction of extension of the rail body (4, 54) at a distance from each other and which are arranged so as to extend transversely to the branches (12).

12. An aircraft (80), having a floor structure and a cabin (82) formed thereon, and at least one rail system according to any one of claims 1 to 11, which is formed or fixed to the floor structure.

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